The driving at 3:16 is ridiculously good given the conditions, between this and your dirt bike video you continue to impress me with not only your ability to explain things, but to take that knowledge and then use it to be excellent at driving/riding. I think there would be very few engineers of your calibre that can drive like that and have time to make videos for the public to enjoy. Great video as always.

You have no idea how helpful your videos are.. it nearly cleared some 8 problems i was having.... keep up the good work

Dude you have no idea how much this video helped me. It gave me SUCH an aha moment that I got out a journal and started taking notes and drawing diagrams so I would remember and understand it better. My gratitude for your generosity of time and talents is immense. Thank you so much my guy I REALLY REALLY appreciate it 👌👌

Whew, I had no idea steering geometry was this complicated. Thanks. I'm a little bit less dumb now :)

Legendary explaination. Simple enough to understand. Keep up the good work.

THANK YOU!!! Literally have my Formula Ford up on stands right now while I play with steering arm angles. Measuring Ackerman is slow and tedious.... :(

WOW! I've been trying to understand Pro-ackerman vs Anti-ackerman vs Zero-ackerman forever. Finally understand it.

Great explanation mate, I'm very impressed with F1 drivers in the rain, particularly Verstappen's save in Brazil 2016

Thank you for taking time to explain this- I am grateful-

Your best video by far, keep up the work

Superb explanation mate. Cheers

@5:53 "..moment out of the corner.."....basically understeer! even though slip angle might've been optimized! ....damn; would've never thought of it this way! thanks a bunch!

That was really helpful, thank you!

sir awesome explanation...but i want to use anti ackermann in an off road vehicle as well as I want best performance during maneuverability too...what you will suggest

Great video! Shout out from ECU Racing!

Hi great stuff. Could you make a video explaining wheel hopping in Nascars etc?

What is your take on the effects generated by a vehicle that is constant 4WD? Better yet, one with limited slip from the center drive line that will send most power to the front tires when on throttle. What would be the effects of on-power with or without ackerman, vs a rear wheel drive system?

Thankyou for these videos! Clear and very helpful for an engineering student like myself. A step-up from engineeringexplained ;)

Wow! Now I understand how those 3 degrees that the rear wheels of my car turn in high weight transfers help cornering. Interesting! Intant subscribe hahahaha

So I am designing this quadricycle (4 wheeled bicycle) which is capable of transporting two persons, one between the front wheels, one between the back. I'm designing this with my buddy and so I was just trying to figure out the turn angles for the front wheels and how I should design the steering mechanism to follow the so called Ackerman Steering Model. Would you have any advice to give us, or perhaps be able to refer us to another video or article discussing this topic? Any help would be very much appreciated. I was also wondering, would the slip angle which was discussed in this video also work and bebenifitial to our quadricycle? We're planning to use it for long distance trips trough all kinds of places, as long as it's a paved road. Thanks for this video and I'm looking forward to your response!

Could the setup at the end of the video be achieved using separate racks for each wheel, having inboard steering go slow then fast, while having outboard going at a constant rate? Probably wouldn't be the cheapest / most lightweight system, but it should be effective

excellent videos kyle...you can easily be a professor at a university!

thanx for video :) Now I know, what I need for my buggy (anti - Ackerman)

Recently I watch a lot of your videos and its very interesting. I really love this kind of stuff. What kind of engineering field is this? I mean if I want to study this in university, what faculty that gonna teach this? or is it a specific study in the motorsport itself?

Kyle, I'm kinda new to your channel but I believe you deserve much more views and subs. Your videos are excellent! Are you Australian by the way?

nice vid hey everyone has heard about caster camber toe in and out I was wondering if you could do a vid on included angles what they are and what can be adjusted ive not been able to find much on this online

Subscribed... There is alot of wrong info on the internet about acerman angle

Great video and explanation of the Ackerman principle and its effects, Kyle. Enjoyed it immensely! Carroll Smith addressed the problem of changing to pro-ackerman, as you call it, in his book Tune to Win over 30 years ago. His solution on a Formula car (Not F1, may have been an F5000, I don't recall) was to move the steering rack position. On the car in question, the rack was originally mounted behind the centerline of the front axle. Moving the rack forward, closer to that centerline meant that the tie rods were now angled slightly backward, changing the geometry and making the inside wheel turn much more rapidly, creating the "pro ackerman" you speak of. All of this was in an attempt to reduced drag on the straightaways due to using toe-out to improve turn-in. He remarked that his driver was delighted with the way the car responded to the change. My own experience with it on my Mk 1 Ford Fiesta autocross car was the same. In this case, a normally dead understeering car was improved dramatically to virtually neutral handling, wanting to literally snap into a corner at just a small twitch of the steering wheel. It works!

+KYLE.DRIVES Great video, great explanation, thank you. What do you mean by gokart steering? Is that the type of setup where the tie rods are connected in the center off the steering shaft around a circular path? I am currently working on the suspension/steering geometry of an SAE Baja car

Thanks, been waiting for this one! The reasons for the convention I had been following ie. anti-Ackerman steering are now clear to me. Not quite the "voodoo" it had been. Including tire loading into the explanation really helped me wrap my brain around the unnecessary slip-angle of an inside tire on a chassis (under heavy g-load) with full Ackerman steering. The off-road application of Ackerman steering also makes sense that extra initial yaw torque would help achieve the higher slip angles necessary to maintain cornering force on slippery surfaces. The basic definition of Ackerman steering caused me to question the traditional convention, though it had a purpose. I just didn't know why. With the lack of a solid answer from my usual source of information--the internet--and no contact with a physics major with expertise in tire dynamics, I could not comfortably accept what I had been told without understanding why. Now I can accept it, and do understand. Thanks again I appreciate your motivation to inform and educate the society of automotive enthusiasts where usually the people who do know the answers in top tier racing keep them secret.

combining anti-ackerman and pro-ackerman (progressive transition) should be achievable by using a rack and pinion steering, and replace the gear that drives the rack by a "cam-gear" (non-circular) and modify the rack to accomodate the changing radius of ths gear. the travel of the rack will then be a non-linear function of the gears rotation.

How does the variable of caster play into the migration of contact patch centers, and therefore slip angle? Would this affect the dynamic would this affect the dynamic Ackerman at all? Side note, if I understand the video correctly.... Anti-akerman geometry is done to achieve parallel wheels at high speed , low steering angle inputs, and high slip angle?

Great stuff.

Bro one vedio on anti ackerman complete geometry and calculation...

***** Hey Man! Awesome video. I still have a doubt. I've set my ackerman angles to intersect in a point behind the rear axel. When in full lock the outside tyre intersects the rear axel line closer to the cg than the inside tyre. Same thing happens when the ackerman angle is set to intersect at a point before the rear axel. What does this means? what are the pro and cons that this can cause? NOTE: The steering rack is not alligned with the steering links due to suspension geometry.

Hey if the important thing in a tight corner is that "drag differential" I guess I'll call it, where you want the inside wheel to be dragged back more than the outside, why not just use anti ackerman all the time and combine it with a certain amount of brake-steer/brake vectoring to the inside or even torque vectoring to the outside?

The geometry comes from the angle of the tierod arm on the spindle, so im not sure how you could actually make this variable. It would have to have a hinged tie rod arm . That would be quite complicated

I was just having this same conversation with a friend of mine and found your video. Our thoughts were you should teach this to the Mclaren F1 engineers... I don't think they get it 👍

So a progressive toe on the inside wheel is the ideal?

In description . ..By turning you mean more angular turning of inside wheel or rotational turning Please explain

I have a question. If my car have a fixed Ackerman angle on the front, how does it affect my car handlin if I make my front tyre toe out or toe in?

Does the toe out setting will counter the nature of the Ackerman when corning?

OK, you've explained the theory and uses. Could you explain how to adjust the Ackerman angle, pls? What I've read tells me its a matter of tie rod position, in-board or out-board, which would require a new/ different steering arm/knuckle or modifying the existing unit. Yes?

In karting, ackerman is a term for a steering setup where the steering rods are connected to the ends of a short bracket that is connected to the steering column. The steering column is in the middle of this bracket, so the connections are not centered wrt to the column. What this does is lift the kart when the wheel is turned such that weight is transferred to the rear outside tire. This is where you get most of your grip in a kart.

Can u please make a video on how steering setup should be made for drifting..

Could anyone explain what is ackermann Percentage and what does it signify with that percentage !!!

Excellent video Kyle! I wanted to ask you, for a 3-wheel car (max speed 30Km/h) that needs to save as much energy which is the best choice?

this is great thank you

Thank you!

I wish you'd revisit this topic with your F1 experience

This is a great explanation for racing cars intended to operate at the limit of grip, but how does it translate to cars such as Locosts, where steering feel is more important than ultimate performance? I assume it becomes less to do with optimising slip angles and more to do with the way toe in / out affects the balance of the car mid corner...?

Thanks, man

Ackerman looks like front-axis toe-out, and Anti-Ackerman looks like front-axis toe-in to me...

The difference in angles between left and right tire can be achieved by an electric steering system? Having a position sensor at the steering wheel and one motor connected to the rack of each wheel having independent steering for each side? Great video, keep going!

What would you suggest for Autocross, time attack things like that.. People are telling me, to go negative on camber ... I think more negative camber are more for looks stance drop look things but are any good for street daily or autocross roads...

In anti Ackerman steering why the outer wheel has more angle than the inner angle??

when I was a kid I thought making a fully working wheel is easy, now I faced myself with full of disappointment

what is Ackerman percentage and what is its significance??

what is the best Ackerman percentage for off road cars ( Baja) ??

In description . ..By turning you mean more angular turning of inside wheel or rotational turning Please explain @KYLE.ENGINEERS

its 3 am in morning ... after watching this video I will have sound sleep....

why did the dude disappear?

Hey, i'm not sure if you're going to have time to read this but i have recently completed making a go kart. It goes fast but doesn't steer AT ALL the front wheels just slide and it continues to go straight. I'm pretty sure this is because my ackerman angle is completely off. i have no idea what to do.. could anyone help? i bought a tie rod and spindle kit online but there was no guide.. my spindle arms face forward, i'm not sure if that is incorrect.. i can send photos but any tips will help thanks

I cant figure out the difference between ackerman and toe

A little note on : 7:28 "zero ackermann is perfect ackeramann" .. Actually zero Ackermann would be parallel steering. Perfect Ackermann would be 100% Ackermann

Can't see the chalkboard

Great video, but it's Ackermann

HACKERMAN

I hate this fad that I see in my country, where they slam the front of a FWD car to make it "grip more" in the quarter mile. I have read a (yes, single) book about vehicle dynamics and my take is that it might work to a certain extent, but ultimately the drawbacks are more than the gains. The idea for these people is "more weight to the front = more grip". While true, I think they are not taking into account that the biggest enemy of takeoff grip is squat weight transfer. If you slam the front (killing all suspension travel) but then the back gets compressed like an accordion, the weight gets transferred anyways and you still lose grip. Wouldn't it be better to anti-squat the rear suspension and kill weight transfer; since this way you wouldn't loose wheel travel in the front that can cause massive understeer? Do both work? Am I way off? Please help. When I hear them defend this "because DRAGSTERS", without taking into account that they are RWD, wheelie a lot and have completely different suspensions (if any); I really don't know what to say anymore. If this is not enough to get you to think about this problem, look at these pictures and think that these people defend the idea, that this setup makes their cars go faster all around. sp7.fotolog.com/photo/55/21/34/10segund0s/1260217128273_f.jpg sp5.fotolog.com/photo/37/48/91/peegaadoaalpisso/1249583446731_f.jpg

ts you xbox gamer tag

급하면 4분 40초 부터

Alright calm down there Daniel Radcliffe and dumb this shit down for me.

In normal driving,even as slow as a farm wagon or a riding mower,the inner circle,as viewed from above should always be cutting a smaller circle.Comparing to racing is like comparing apples to oranges.Don't over complicate the basic lesson us novices need for our slow moving machinery.Google 19th century Studebaker wagon co info.and study the drawings.(Or watch the video 'Go kart steering explained.INCLUDING ACKERMAN THEORY. John wade,you tube.